Hybrid vehicle and control method of same

ABSTRACT

A delay time for delaying starting of an internal combustion engine in a hybrid vehicle is set to a predetermined time based on an engine coolant temperature and a state of an air conditioner switch. Starting of the engine is delayed for the predetermined time if it is determined that a vehicle can run using only a motor based on a required torque, a required power and an SOC of the battery. The predetermined time is determined based on a time necessary for completing preheating of an engine by a preheating device, preparations of sensors such as an air-furl ratio sensor, and warming-up of an exhaust gas purifying device. As a result, it is possible to efficiently perform start of the engine and operation immediately after the engine start, and to make control at the engine start time simple.

INCORPORATION BY REFERENCE

This is a division of application Ser. No. 10/648,392 filed on Aug. 27,2003, which claims priority to Japanese Patent Application Nos.2002-264037 filed on Sep. 10, 2002, and No. 2003-114240 filed on Apr.18, 2003, the contents of which are incorporated herein by reference intheir entireties.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates to a hybrid vehicle. More particularly, theinvention relates to a hybrid vehicle including an internal combustionengine; a motor which can output power to a driving shaft coupled withan axle; and electric power storage means for storing electric powerobtained by converting at least part of power from the internalcombustion engine to electric power, and for supplying the electricpower to the motor.

2. Description of the Related Art

As a hybrid vehicle of the above-mentioned type, Japanese PatentLaid-Open Publication No. 5-328526 discloses a hybrid vehicle whichstarts running by a motor using electric power supplied from a batteryimmediately after a start key is turned to an ON position. In the hybridvehicle, an engine for electric power generation is then started when atemperature of a catalyst of an exhaust purifying device is increased toa predetermined temperature by a heater. In the hybrid vehicle, theengine is started after the temperature of the catalyst of the exhaustpurifying device becomes a temperature at which the catalyst functionsproperly, so as to appropriately purify exhaust gas during engine start.

Generally, a hybrid vehicle includes a motor which can output power forrunning, and a secondary battery which supplies electric power to themotor. Accordingly, it is not necessary to start the internal combustionengine immediately after a start key is turned to an ON position.Therefore, it is proposed to make preparations for the start of theinternal combustion engine (herein after, referred to as the “enginestart”) so as to efficiently operate the internal combustion engine, andso as to make the exhaust gas clean during engine start. From this pointof view, the applicant proposes a hybrid vehicle in which heat of aninternal combustion engine during operation is stored, and the internalcombustion engine is warmed up during the engine start using the storedheat (refer Japanese Patent Laid-Open Publication No. 2002-12206). Theapplicant also proposes a hybrid vehicle in which ON/OFF states of acontroller and an inverter, whether to activate a motor, an ON/OFF stateof an oil pump, and the like are set based on a position of a start key(refer to Japanese Patent Laid-Open Publication No. 9-286245).

SUMMARY OF THE INVENTION

It is an object of the invention to provide a hybrid vehicle which canbe controlled easily even when there are a plurality devices which needto be prepared for an engine start.

According to a first aspect of the invention, a hybrid vehicle includesan internal combustion engine, a motor which can output power to adriving shaft coupled with an axle, and an electric power storage devicefor storing electric power that is obtained by converting at least partof power from the internal combustion engine to electric power, and forsupplying the electric power to the motor. The hybrid vehicle isprovided with a required driving force setting controller; and a starttime controller. The required driving force setting controller sets arequired driving force required for running according to an operation bya driver. The start time controlling controller starts the internalcombustion engine after a predetermined time has elapsed since aninstruction for starting the vehicle is given by an operator, when theinstruction for starting the vehicle is given in the case where therequired driving force set by the required driving force settingcontroller is equal to or smaller than a predetermined driving force andthe vehicle can run using only the motor.

In the hybrid vehicle according to the invention, the internalcombustion engine is started after the predetermined time has elapsedsince the instruction for starting the vehicle is given when therequired driving force is equal to or smaller than the predetermineddriving force and the vehicle can run using only the motor. When thepredetermined time is set to a time necessary for completingpreparations of plural devices used for the engine start, it is possibleto determine whether the preparations of the devices have been completedonly based on whether the predetermined time has elapsed. It is notnecessary to determine whether the preparations of the plural deviceshave been completed. Accordingly, even when the number of devices whichneed to be prepared for the engine start increases, it is possible tomake the control during the engine start simple. When the requireddriving force exceeds the predetermined driving force or when thevehicle cannot run using only the motor, it is possible to start theinternal combustion engine before the predetermined time elapses, so asto obtain the required driving force or so as to make the vehicle runwith reliability. Various devices need to be prepared for the enginestart. The various devices include a device for warming up the internalcombustion engine, a sensor used for the operation of the internalcombustion engine, and a device for warming up an exhaust gas purifyingdevice which purifies the exhaust gas released from the internalcombustion engine. In order to enable the vehicle to run using only themotor, it is necessary that the amount of electric power stored in theelectric power storage means be equal to or larger than a predeterminedvalue, that the circuit for controlling driving of the motor functionproperly, and the like.

The hybrid vehicle according to the invention may include temperaturedetecting controller for detecting a temperature of coolant for theinternal combustion engine (hereinafter, referred to as an “enginecoolant temperature”), and delay time setting controller for setting adelay time based on the detected temperature so as to delay the enginestart. The start time controller may start the internal combustionengine using the delay time set by the delay time setting controller asthe predetermined time. Thus, it is possible to start the internalcombustion engine using the delay time based on the engine coolanttemperature as the predetermined time. The engine coolant temperature isdetermined based on a time which has elapsed since the operation of theinternal combustion engine is stopped and an outside air temperature.Accordingly, it is possible to start the internal combustion engineafter a time, which corresponds to the state of the internal combustionengine and the outside air temperature, has elapsed.

In the hybrid vehicle according to an aspect of the invention, in whichthe delay time is used as the predetermined time, the delay time settingcontroller may set the delay time to be shorter as the detectedtemperature is lower. Thus, as the engine coolant temperature is lower,the internal combustion engine is started in a shorter time after theinstruction for starting the vehicle is given. Accordingly, even whensufficient electric power cannot be supplied from the electric powerstorage means to the motor until the predetermined time elapses due to alow outside air temperature, it is possible to start the internalcombustion engine in a short time.

In the hybrid vehicle according to an aspect of the invention, in whichthe delay time is used as the predetermined time, the delay time settingcontroller may set the delay time based on the driving state of anair-conditioning device provided in the vehicle compartment. Thus, it ispossible to start the internal combustion engine after a time, whichcorresponds to the driving state of the air-conditioning device, haselapsed. Namely, even when sufficient electric power cannot be suppliedfrom the electric power storage means to the motor due to the driving ofthe air-conditioning device until the predetermined time has elapsed, itis possible to start the internal combustion engine in a short time.

In the hybrid vehicle according to the invention, the start timecontroller may start the internal combustion engine when thepredetermined time has elapsed since the instruction for starting thevehicle is given. Thus, in the normal engine start in which the requireddriving force is equal to or smaller than the predetermined drivingforce and the vehicle can run using only the motor, the internalcombustion engine is started when the predetermined time has elapsedsince the instruction for starting the vehicle is given. Accordingly, itis possible to reduce the driver's discomfort due to a change in thetiming of starting the internal combustion engine.

In the hybrid vehicle according to the invention, the predetermined timemay be longer than a preparation time which is necessary to enable thesensor used for the operation of the internal combustion engine tofunction properly. Thus, it is possible to appropriately perform theengine start and the operation immediately after the engine start.

The hybrid vehicle according to the invention may include preheatingcontroller for storing heat generated by the internal combustion engineduring operation and for preheating the internal combustion engine usingthe stored heat during engine start. The predetermined time may belonger than a time necessary for completing preheating of the internalcombustion engine by the preheating controller. Thus, it is possible towarm up the internal combustion engine promptly immediately after theengine start. As a result, fuel economy can be enhanced and the emissioncan be reduced.

In the hybrid vehicle according to the invention, the internalcombustion engine may be connected to the driving shaft so as to be ableto output power thereto.

According to a second aspect of the invention, a hybrid vehicle includesan internal combustion engine, a motor which can output power to adriving shaft coupled with an axle, and electric power storage means forstoring electric power that is obtained by converting at least part ofpower from the internal combustion engine to electric power, and forsupplying the electric power to the motor. The hybrid vehicle isprovided with required driving force setting means; and start timecontrolling means. The required driving force setting means sets arequired driving force required for running according to an operation bya driver. The start time controlling means starts the internalcombustion engine after a predetermined time has elapsed since aninstruction for starting the vehicle is given by an operator, when theinstruction for starting the vehicle is given in the case where therequired driving force set by the required driving force setting meansis equal to or smaller than a predetermined driving force and thevehicle can run using only the motor.

According to a third aspect of the invention, a control method of ahybrid vehicle includes an internal combustion engine; a motor which canoutput power to a driving shaft coupled with an axle, and an electricpower storage device which can store electric power obtained byconverting at least part of power from the internal combustion engine toelectric power, and which can supply the electric power to the motor,comprising the steps of: setting a required driving force required forrunning according to an operation of a driver; and starting the internalcombustion engine after a predetermined time has elapsed since aninstruction for starting the vehicle is given when the instruction isgiven by an operator in a case where the required driving force is equalto or smaller than a predetermined driving force and the vehicle can runusing only the motor.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing and further objects, features and advantages of theinvention will become apparent from the following description ofpreferred embodiments with reference to the accompanying drawings,wherein like numerals are used to represent like elements and wherein:

FIG. 1 is a view schematically showing a configuration of a hybridvehicle according to a first embodiment of the invention;

FIG. 2 is a flowchart showing an example of a start time routineperformed by an electronic control unit for a hybrid vehicle in thefirst embodiment;

FIG. 3 is a graph showing an example of a first delay time setting map;

FIG. 4 is a graph showing an example of a second delay time setting map;

FIG. 5 is a graph showing an example of a required torque setting map;

FIG. 6 is a flowchart showing an example of a start time routineaccording to a second embodiment; and

FIG. 7 is a view schematically showing a configuration of a hybridvehicle according to the second embodiment.

DETAILED DESCRIPTION OF the PREFERRED EMBODIMENTS

Next, an embodiment according to the invention will be described withreference to accompanying drawings. FIG. 1 is a view schematicallyshowing a configuration of a hybrid vehicle 20 according to a firstembodiment of the invention. As shown in FIG. 1, the hybrid vehicle 20according to the embodiment includes an engine 22, a three-shaft powerdistributing/integrating mechanism 30 which is connected to a crankshaft26 as an output shaft of the engine 22 through a damper 28, a motor MG1which is connected to the power distributing/integrating mechanism 30and which can generate electric power, a motor MG2 which is connected tothe power distributing/integrating mechanism 30, and an electroniccontrol unit 70 for a hybrid vehicle (hereinafter, referred to as an“ECU 70”) which controls an entire driving system of the vehicle.

The engine 22 is an internal combustion engine which outputs power usinghydrocarbon fuel such as gasoline and gas oil. Operation control of theengine 22, such as fuel injection control, ignition control, intake airamount adjusting control is performed by an electronic control unit 24for an engine (hereinafter, referred to as an “engine ECU 24”) whichinputs signals transmitted from various sensors for detecting anoperation state of the engine 22. The various sensors include atemperature sensor 22 a which detects a temperature Tw of coolant forthe engine 22 (hereinafter, referred to as an “engine coolanttemperature Tw”), and an air-fuel ratio sensor 22 b which detects anintake air amount and an air-fuel ratio (A/F). The engine 22 includes apreheating device 22 c, and an exhaust gas purifying device 22 d. Thepreheating device 22 c stores part of the coolant, whose temperaturebecomes high during operation, in a tank (not shown) whose adiathermancyis high, and preheats a cylinder and a head of the engine 22 using thecoolant whose temperature is maintained at a predetermined temperaturein the tank. The exhaust gas purifying device 22 d purifies the exhaustgas using the effect of a catalyst. The engine ECU 24 controls thepreheating device 22 c and the exhaust gas purifying device 22 d. Theengine ECU 24 communicates with the ECU 70, controls the operation ofthe engine 22 according to a control signal transmitted from the ECU 70,and outputs data concerning the operation state of the engine 22 to theECU 70 as necessary.

The power distributing/integrating mechanism 30 includes a sun gear 31formed of an external gear, a ring gear 32 formed of an internal gearprovided concentrically with the sun gear 31, a plurality of piniongears 33 engaged with a sun gear 31 and the ring gear 32, a carrier 34which holds a plurality of the pinion gears 33 such that the piniongears 33 can rotate and revolve. The power distributing/integratingmechanism 30 is formed as a planetary gear mechanism which performsdifferential action using the sun gear 31, the ring gear 32 and thecarrier 34 as rotational means. In the power distributing/integratingmechanism 30, the crankshaft 26 of the engine 22 is coupled with thecarrier 34, the motor MG1 is coupled with the sun gear 31, and the motorMG2 is coupled with the ring gear 32. When the motor MG1 functions as apower generator, the power from the engine 22, which is input from thecarrier 34, is distributed to a sun gear 31 side and a ring gear side 32according to a gear ratio therebetween. When the motor MG1 functions asa motor, the power from the engine 22, which is input from the carrier34, and the power from the motor MG1, which is input from the sun gear31, are integrated and then output to the ring gear 32. The ring gear 32is mechanically connected to front driving wheels 39 a, 39 b through abelt 36, a gear mechanism 37, and a differential gear 38. Accordingly,the power output to the ring gear 32 is output to the driving wheels 39a, 39 b through the belt 36, the gear mechanism 37, and the differentialgear 38. The three shafts connected to the powerdistributing/integrating mechanism 30 as a driving system are thecrankshaft 26 which is an output shaft of the engine 22 and is connectedto the carrier 34, a sun gear shaft 31 a which is connected to the sungear 31 so as to serve as a rotational shaft of the motor MG1, and aring gear shaft 32 a which is a driving shaft connected to the ring gear32 and is mechanically connected to the driving wheels 39 a, 39 b.

Each of the motors MG1, MG2 is formed as a known synchronousgenerator-motor which can function as a power generator and as a motor.The motors MG1, MG2 exchange electric power with a battery 50 throughinverters 41, 42. An electric line 54, which connects the inverters 41,42 to the battery 50, is formed as a positive bus and a negative busshared by the inverters 41, 42. The electric power generated by one ofthe motors MG1, MG2 can be consumed by the other motor. The battery 50is provided as an electric power storage device which can store anddischarge electric power. For example, the battery 50 can store theelectric power generated by the motors MG1, MG2, and can discharge theelectric power so as to compensate the deficiency of the electric powerdue to the driving of various electrical devices for performing variouscontrol of the hybrid vehicle. However, when the electric power isbalanced between the motors MG1, MG2, the battery 50 is not charged ordischarged. An electronic control unit 40 for a motor (hereinafter,referred to as a “motor ECU 40”) controls the driving of the motors MG1,MG2. Signals necessary for controlling the driving of the motors MG1,MG2 are input into the motor ECU 40. The signals include signals from arotational position detecting sensors 43, 44 which detect rotationalpositions of rotors of the motors MG1, MG2, a phase current applied tothe motors MG1, MG2 which is detected by a current sensor (not shown).Switching control signals to the inverters 41, 42 are output from themotor ECU 40. The motor ECU 40 calculates a rotational speed Nm1 of arotor of the motor MG1, and a rotational speed Nm2 of a rotor of themotor MG2 based on the signals input from the rotational positiondetecting sensors 43, 44 according to a rotational speed calculatingroutine (not shown). The rotational speeds Nm1, Nm2 are the rotationalspeeds of the sun gear 31 a and the ring gear shaft 32 a since the motorMG1 is connected to the sun gear 31 and the motor MG2 is connected tothe ring gear 32. The motor ECU 40 communicates with the ECU 70,controls the driving of the motors MG1, MG2 according to a controlsignal from the ECU 70, and outputs data concerning the operation statesof the motors MG1, MG2 to the ECU 70 as necessary.

An electronic control unit 52 for a battery (hereinafter, referred to asa “battery ECU 52”) controls the battery 50. The battery ECU 52 receivessignals necessary for controlling the battery 50, such as a signalindicative of a between-terminal voltage from a voltage sensor (notshown) provided between the terminals of the battery 50, a signalindicative of a charging/discharging current from a current sensor (notshown) provided on the electric line 54 connected to an output terminalof the battery 50, and a signal indicative of a temperature of thebattery from a temperature sensor (not shown) provided on the battery50. The battery ECU 52 outputs data concerning the state of the battery50 to the ECU 70 as necessary. The battery ECU 52 computes a state ofcharge (herein after referred to as an “SOC”) based on a value obtainedby accumulating charging/discharging currents detected by the currentsensor so as to control the battery 50.

The ECU 70 is formed as a microprocessor which mainly includes a CPU 72.The ECU 70 includes ROM 74 which stores a processing program, RAM 76which temporarily stores data, an input/output port (not shown) and acommunication port (not shown) in addition to the CPU 72. The ECU 70receives a start signal for starting a vehicle from a start switch 80, ashift position SP from a shift position sensor 82 which detects anoperation position of a shift lever 81, an accelerator opening Acc froman accelerator pedal position sensor 84 which detects an acceleratoropening corresponding to a depressing amount of an accelerator pedal 83,a brake pedal position BP from a brake pedal position sensor 86 whichdetects a depressing amount of a brake pedal 85, a vehicle speed V froma speed sensor 88, a switch signal from an ON/OFF switch (hereinafter,referred to as an “air conditioner switch”) 90 of an air-conditioningdevice such as an air conditioner, which performs air-conditioning inthe vehicle compartment, and the like through the input/output port. Asmentioned above, the ECU 70 is connected to the engine ECU 24, the motorECU 40, and the battery ECU 52 through the communication port so as toexchange various control signals and data with the engine ECU 24, themotor ECU 40 and the battery ECU 52.

In the hybrid vehicle 20 according to the embodiment, a required torqueTd* to be output to the ring gear shaft 32 a as a driving shaft iscalculated based on the accelerator opening Acc corresponding to thedepressing amount of the accelerator pedal 83 and the vehicle speed V.Operation of the engine 22, the motor MG1, and the motor MG2 arecontrolled such that the required power P* corresponding to the requiredtorque Td* is output to the ring gear shaft 32 a. The operation controlmode for the engine 22, the motor MG1, and the motor MG2 includes atorque conversion operation mode, a charge/discharge operation mode, anda motor operation mode. In the torque conversion operation mode,operation of the engine 22 is controlled such that power correspondingto the required power P* is output from the engine 22, and the drivingof the motor MG1 and the motor MG2 is controlled such that torque of theentire power output from the engine 22 is converted by the powerdistributing/integrating mechanism 30, the motor MG1 and the motor MG2,and is then output to the ring gear shaft 32 a. In the charge/dischargeoperation mode, operation of the engine 22 is controlled such that powercorresponding to the sum of the required power P* and electric powernecessary for the charge/discharge of the battery 50 is output from theengine 22, and driving of the motor MG1 and the MG2 is controlled suchthat charge/discharge of the battery 50 is performed, torque of theentire or part of power output from the engine 22 is converted by thepower distributing/integrating mechanism 30, the motor MG1, and themotor MG2, and the required power P* is output to the ring gear shaft 32a. In the motor operation mode, operation of the vehicle is controlledsuch that the engine 22 is stopped and power corresponding to therequired power P* from the motor MG2 is output to the ring gear shaft 32a.

Next, operation of the hybrid vehicle 20 according to the embodiment ofthe invention will be described. Particularly operation of the hybridvehicle 20 when the engine 22 is started for the first time after thestart switch 80 is turned ON will be described. FIG. 2 is a flowchartshowing an example of a start time routine performed by the ECU 70. Theroutine is performed when the start switch 80 is turned ON.

When the routine is started, the CPU 72 of the ECU 70 initially receivesan engine coolant temperature Tw, and a switch signal SW from anair-conditioner switch 90 (step S100), and sets a delay time Tset basedon the engine coolant temperature Tw and the switch signal SW (stepS110). The engine coolant temperature Tw, which is detected by thetemperature sensor 22 a and is input in the engine ECU 24, can be inputin the ECU 70 through communication with the engine ECU 24. In theembodiment, the delay time Tset is set according to a first delay timesetting map shown in FIG. 3, when the switch signal SW is OFF. The firstdelay time setting map shows a relationship between the engine coolanttemperature Tw and the delay time Tset. On the other hand, when theswitch signal SW is ON, the delay time Tset is set according to a seconddelay time setting map shown in FIG. 4. The second delay time settingmap shows a relationship between the engine coolant temperature Tw andthe delay time Tset. As can be understood from the first delay timesetting map in FIG. 3 and the second delay time setting map in FIG. 4,there is a tendency that when the engine coolant temperature Tw is low,the delay time Tset is short, and when the engine coolant temperature Twis high, the delay time Tset is long. In the embodiment, the delay timeis set to a predetermined time in a normal time. When the switch signalSW is OFF, a state in which the temperature Tw is Tw2 to Tw5 is regardedas a normal state. When the switch signal is ON, a state in which thetemperature Tw is Tw4 to Tw5 is regarded as a normal state. Thepredetermined time Ts1 is set based on a time necessary for completingpreheating of the engine 22 by the preheating device 22 c, a timenecessary for completing preparations of the sensors such as an air-fuelratio sensor 22 b such that they function properly, a warming-up timenecessary for increasing a temperature of a catalyst of the exhaust gaspurifying device 22 d to a temperature at which the purifying device 22is activated, and the like. In the embodiment, the predetermined timeTs1 is a time necessary for completing all these preparations (forexample, 20 seconds). The engine coolant temperature Tw is used as aparameter when setting the delay time Tset. This is because the delaytime Tset can be set to the time based on the state of the engine 22 andthe outside air temperature, since the engine coolant temperature Twdepends on the time which has elapsed since the operation of the engine22 is stopped and the outside air temperature. Significance of thesetting maps and the delay time Tset in FIGS. 3, 4 will be describedlater in more detail.

When the delay time Tset is thus set, an accelerator opening Acc fromthe accelerator pedal position sensor 84, a vehicle speed V from thevehicle speed sensor 88, and a SOC of the battery 50 which is computedand controlled by the battery ECU 52 are received by the ECU 70 (stepS120). The required torque Td* and the required power P* which arerequired by the ring gear shaft 32 a based on the accelerator openingAcc and the vehicle speed V are set (step S130). In the embodiment, therequired torque Td* is set in the following method. A relationship amongthe accelerator opening Acc, the vehicle speed V, and the requiredtorque Td* is set in advance and is stored in ROM 74 as a requiredtorque setting map. When the accelerator opening Acc and the vehiclespeed V are provided, the corresponding required torque Td* is derivedfrom the map. FIG. 5 shows an example of the required torque settingmap. The required power P* can be obtained by multiplying the requiredtorque Td* by the rotational speed (which can be obtained by multiplyingthe vehicle speed V by a coefficient k) of the ring gear shaft 32 a.

When the required torque Td* and the required power P*, which are to beoutput to the ring gear shaft 32 a are set, the required torque Td* iscompared with a threshold value Tref (a first threshold value), and therequired power P* is compared with a threshold value Pref (a secondthreshold value) (step S140). Then the SOC of the battery 50 is comparedwith a threshold value Sref (a third threshold value) (step S150). Thethreshold value Tref is set to the torque which can be obtained in themotor operation when the vehicle runs using only the motor MG2. Thethreshold value Pref is set to the power which can be obtained in themotor operation mode. The threshold value Tref and the threshold valuePref are determined based on a rated value of the motor MG2 andefficiency of the engine 22. The threshold value Sref is set to a lowerlimit, which can be controlled as the SOC of the battery 50, or a valuehigher than the lower limit. Accordingly, as a result of a comparisonbetween the required torque Td* and the threshold value Tref, and thecomparison between the required power P* and the threshold value Pref,when it is determined that the required torque Td* is equal to or largerthan the threshold value Tref or that the required power P* is equal toor larger than the threshold value Pref, the required torque Tref*exceeds the torque or the required power P* exceeds the power which canbe obtained in the motor operation mode. Therefore, in this case, themotor operation mode cannot be performed. On the other hand, when it isdetermined that the required torque Td* is smaller than the thresholdvalue Tref and the required power P* is smaller than the threshold valuePref, the motor operation mode can be performed. As a result of thecomparison of the SOC of the battery 50 with the threshold value Sref,when it is determined that the SOC of the battery 50 is equal to orlarger than the threshold value Sref, electric power can be obtainedfrom the battery 50, that is, the motor operation mode can be performed.On the other hand, when the SOC is smaller than the threshold valueSref, electric power cannot be obtained from the battery 50, that is,the motor operation mode cannot be performed.

When it is determined that the motor operation mode cannot be performedbased on the required torque Td*, the required power P* and the SOC,that is, when the required torque Td* is equal to or larger than thethreshold value Tref, when the required power P* is equal to or largerthan the threshold value Pref, or when the SOC is smaller than thethreshold value Sref, the engine 22 is started immediately (step S170),after which the routine ends. The hybrid vehicle 20 runs in the torqueconversion operation mode, in which the engine 22 is started and therequired torque Td* and the required power P* are output to the ringgear shaft 32 a using power from the engine 22, or in thecharge/discharge operation mode.

On the other hand, when it is determined that the motor operation modecan be performed based on the required torque Td*, the required power P*and the SOC, that is, when the required torque Td* is smaller than thethreshold value Tref, the required power P* is smaller than thethreshold value Pref, and the SOC is equal to or larger than thethreshold value Sref, it is determined whether the delay time Tset setin step S110 has elapsed since the routine is started (step S160). Whenit is determined that the delay time Tset has not elapsed, the processis returned to step S120, steps S120 to S160 are repeated, and theengine 22 is started after the delay time Tset has elapsed (step S170),after which the routine ends. As mentioned above, the delay time Tset isset to the predetermined time Ts1 in a normal state. Therefore, when thedelay time Tset has elapsed, preheating of the engine 22 by thepreheating device 22 c, preparations of sensors such as the air-fuelratio sensor 22 b, and warming-up of the exhaust gas purifying device 22d have been completed. Accordingly, by starting the engine 22 after thedelay time Tset has elapsed, it is possible to efficiently perform thestart of the engine 22 and the operation immediately after the enginestart, and to appropriately purify the exhaust gas.

The delay time Tset is set so as to achieve the above-mentioned objects.As shown in the setting maps in FIGS. 3, 4, when the engine coolanttemperature Tw is low (the temperature lower than the temperature Tw2 inFIG. 3, the temperature lower than the temperature Tw4 in FIG. 4), theperformance of the battery 50 deteriorates. Accordingly, the delay timeTset is set to a short time or a value 0. The engine 22 is startedbefore the preheating of the engine 22 by the preheating device 22 c,preparations of the sensors such as the air-fuel ratio sensor 22 b, andwarming-up of the exhaust gas purifying device 22 d are completed. Thus,the required torque Td* and the required power P* are reliably output.When the switch signal SW of the air conditioner switch 90 is ON,electric power necessary for the air conditioner in addition to theelectric power necessary for the running by the motor is supplied fromthe battery 50. The delay time is set to a time which is shorter than inthe normal state when the temperature is equal to or lower than thetemperature Tw4 in FIG. 4. The temperature TW4 is higher than thetemperature TW2 in FIG. 3 showing the case where the switch signal SW ofthe air conditioned switch 90 is OFF. Thus, the electric power necessaryfor the air conditioner in addition to the required torque Td* and therequired power P* which are necessary for running is reliably obtained.When the engine coolant temperature Tw is equal to or higher than thetemperature Tw5, deterioration in the performance of the battery 50 dueto the engine coolant temperature does not occur. Therefore, the delaytime Tset can be set to a time, which is longer than the predeterminedtime Ts1 necessary for completing preheating of the engine 22 by thepreheating device 22 c, preparations of the sensors such as the air-fuelratio sensor 22 b, warming-up of the exhaust gas purifying device 22 d.The delay time Tset can be determined based on the weight of thevehicle, the capacity of the battery 50, the ability of the motor MG2,and the like.

When the accelerator pedal 83 is deeply depressed, or the SOC of thebattery 50 is reduced while the aforementioned steps are repeated, itmay be determined that the motor operation mode cannot be performedbased on the required torque Td*, the required power P*, and the SOC. Inthis case, the engine 22 is started immediately (step S1170), afterwhich the routine ends.

According to the hybrid vehicle 20 in the embodiment, in the case wherethe motor operation mode can be performed even if the start switch 80 isturned ON, when the engine coolant temperature Tw is in the normalstate, the engine 22 is started after the delay time Tset, which is setto the predetermined time Ts1, has elapsed. The predetermined time Ts1is a time necessary for completing the preheating of the engine 22 bythe preheating device 22 c, preparations of the sensors such as theair-fuel ratio sensor 22 b, and warming-up of the exhaust gas purifyingdevice 22 d. Accordingly, it is possible to efficiently perform thestart of the engine 22, and the operation of the engine 22 immediatelyafter the engine start, and to appropriately purify the exhaust gas. Inaddition, it is necessary only to determine whether the delay time Tsethas elapsed. It is not necessary to determine whether the preheating ofthe engine 22 by the preheating device 22 c has been completed, whetherthe preparation of the sensors such as the air-fuel ratio sensor 22 bhas been completed, and whether the warming-up of the exhaust gaspurifying device 22 d has been completed, separately. Accordingly, it ispossible to make the start time control simple, compared with when theengine 22 is started after the above-mentioned determinations are madeseparately. When it is determined that the motor operation mode cannotbe performed based on the required torque Td*, the required power P*,and the SOC, the engine 22 can be immediately started.

In the hybrid vehicle 20 according to the embodiment, the delay timeTset is set to the predetermined time Ts1 in the normal state. Thepredetermined time Ts1 is a time necessary for completing preheating ofthe engine 22 by the preheating device 22 c, the preparations of thesensors such as the air-fuel ratio sensor 22 b, and warming-up of theexhaust gas purifying device 22 d. However, the predetermined time Ts1may be determined based on the completion of the preparations of theother devices used for the start and the operation of the engine 22, andthe delay time Tset may be set to the predetermined time Ts1 t.

In the hybrid vehicle 20 according to the embodiment, when the startswitch 80 is turned ON and it is determined that the motor operationmode can be performed based on the required torque Td*, the requiredpower P* and the SOC, steps S120 to S160 are repeatedly performed untilthe delay time Tset elapses. When the SOC of the battery 50 becomessmaller than the threshold value Sref while the aforementioned steps areperformed, the engine 22 is immediately started. However, when the SOCof the battery 50 immediately after the start of the routine is equal toor larger than the predetermined value, the engine 22 need not bestarted until the delay time Tset elapses regardless of the subsequentSOC.

In the hybrid vehicle 20 according to the embodiment, when the startswitch 80 is turned ON and it is determined that the motor operationmode can be performed based on the required torque Td*, the requiredpower P* and the SOC, the engine 22 is started immediately after thedelay time Tset has elapsed. However, the engine 22 may be startedanytime as long as the delay time Tset has elapsed.

In the hybrid vehicle 20 according to the embodiment, the engine 22 isstarted after the start switch 80 is turned ON and after it isdetermined whether the motor operation mode can be performed based onthe SOC of the battery 50 in addition to the required torque Td* and therequired power P*. However, the engine 22 may be started after it isdetermined whether the motor operation mode can be performed based onnot only the SOC of the battery 50 but also other requirements necessaryfor performing the motor operation mode such as the state of theinverter 41.

In the hybrid vehicle 20 according to the embodiment, when the startswitch 80 is turned ON and it is determined that the motor operationmode can be performed based on the required torque Td*, the requiredpower P* and the SOC, the engine 22 is started immediately after thedelay time Tset has elapsed. However, the engine 22 may be started afterthe predetermined time Ts1 has elapsed. In this case, the start timeroutine shown in FIG. 6 need to be performed instead of the start timeroutine shown in FIG. 2. In the start time routine in FIG. 6, as can beunderstood by comparing it with the start time routine in FIG. 2, thedelay control time Tset is not set in step S110, and a determination ismade as to whether the predetermined time Ts1 has elapsed instead of thedetermination in step S160 as to whether the delay time has elapsed(step S260). When it is determined that the operation mode can beperformed based on the required torque Td*, the required power P*, andthe SOC, the engine 22 is started after the predetermined time Ts1 haselapsed at all times. Accordingly, it is possible to reduce the driver'sdiscomfort due to a change in timing of starting the engine 22 after thestart switch 80 is turned ON.

In the embodiment, the control, which is performed when the engine isstarted for the first time after the start switch is turned ON, isapplied to the hybrid vehicle 20 including the engine 22, the powerdistributing/integrating mechanism 30, the motor MG1, and the motor MG2.However, in a second embodiment, for example, as shown in FIG. 7, thecontrol can be applied to a so-called electric power distribution typehybrid vehicle 210. The electric power distribution type hybrid vehicle210 includes a motor 213 which has an inner rotor 213 a connected to anoutput shaft of an engine 211 and an outer rotor 213 b provided on adriving shaft connected to driving wheels 219 a, 218 b, and whichrelatively rotates by an electromagnetic action of the inner rotor 213 aand the outer rotor 213 b, and a motor 212 which is mechanicallyconnected to a driving shaft so as to be able to directly output thepower to the driving shaft. Also, the control can be applied to anytypes of hybrid vehicles as long as the vehicle includes an internalcombustion engine and a motor which enable the vehicle to run using onlythe motor.

While the invention has been described in detail with reference to thepreferred embodiments, it will be apparent to those skilled in the artthat the invention is not limited to the above-mentioned embodiments,and that the invention may be realized in various other embodimentswithin the scope of the invention.

1. A control method of a hybrid vehicle including an internal combustionengine, a motor which can output power to a driving shaft coupled withan axle, and an electric power storage device which can store electricpower obtained by converting at least part of power from the internalcombustion engine to electric power and which can supply the electricpower to the motor, comprising the steps of: setting a required drivingforce required for running according to an operation of a driver; andstarting the internal combustion engine after a predetermined time haselapsed since an instruction for starting the vehicle is given if therequired driving force is equal to or smaller than a predetermineddriving force and the vehicle can run using only the motor.
 2. Thecontrol method according to claim 1, wherein when the vehicle can runusing only the motor, an amount of stored electric power which isobtained by converting part of power from the internal combustion engineinto electric power is equal to or larger than a predetermined value. 3.The control method according to claim 1, further comprising the stepsof: detecting a temperature of coolant for the internal combustionengine; setting a delay time by which start of the internal combustionengine is delayed based on the detected temperature; and starting theinternal combustion engine based on the set delay time.
 4. The controlmethod according to claim 3, wherein the delay time is set to be shorteras the detected temperature is lower.
 5. The hybrid vehicle according toclaim 3, wherein the delay time is set based on a driving state of anair-conditioning device provided in a vehicle compartment.
 6. Thecontrol method according to claim 1, wherein the internal combustionengine is started at a time point at which the predetermined time haselapsed since the instruction for starting the vehicle is given.
 7. Thecontrol method according to claim 1, wherein the predetermined time islonger than a preparation time necessary for making a sensor, which isused for operation of the internal combustion engine, function properly.8. The control method according to claim 1, further comprising the stepof: storing heat generated by the internal combustion engine duringoperation, and preheating the internal combustion engine using thestored heat when the internal combustion engine is started, wherein thepredetermined time is longer than a time necessary for completingpreheating of the internal combustion engine.